Pneumatic flotation and antidrag system



W. R. GLEN PNEUMATIC FLOTATION AND ANTIDRAG SYSTEM Filed Nov. 3, 1942 llllllll I IIWIIAWIIMAIIIIII Dec. 12, 1944.

%W age/$141M Dec. 12, 1944. v -w. R. GLEN 2,364,845.

' PNEUMATIC FLOTATION Ayn ANTIDRAG SYSTEM Filed Nov. 3, 1942 2 Sheets-Sheet 2 ///////I ll awve/wion Patented Dec. 12, 1944 UNITED Ys TAT Es PATENT omen SYSTEM William R. Glen, Vancouver, British olumbia).. Canada" ApplicationNovember 3, 1942,:SerialNo. 464,413

'1 Claim. 1 (01. 24 1- 1-05) This invention relates to a pneumatic flotation and, antidrag system for seaplanes and other types of flying devices which employ'bodies of water in taking off and landing.

The primary. object of this invention is the provision of means for shortening the distance of travel of the device'in water when taking off and thereby reduce to a minimum one of the most hazardous periods in the operation of the device by providing a vertical lifting effect on the hull of the device, also reducing to a minimum water resistance to the movement of the hull.

Another object of this invention is the provision of a pneumatic cushioning effect for absorbing shock to the hull when landing or coming in contact with the water and thus permit landing of greater weights withan increased margin of safety.

With these and other objects in view as will become more apparent as the description proceeds, the invention consists in certain novel features of construction, combination and arrangement of parts which will be hereinafter more fully described and claimed.

For a complete understanding of my invention, reference is to be had to the following description and accompanying drawings, in which Figure 1 is a fragmentary side elevation illustrating a portion of a hull of a seaplane or similar flying device and showing the hull equipped with my invention.

Figure 2 is a fragmentary bottom plan view illustrating the hull with the air jets projecting through the bottom thereof.

Figure 3 is a fragmentary transverse sectional view showing the application of the present invention to the hull.

Figure 4 is a fragmentary vertical sectional view illustrating one of the check valves employed in connection with the invention.

Figur 5 is a fragmentary vertical sectional view illustrating a control valve.

Referring in detail to the drawings, the numeral 5 indicates a fragmentary portion of a hull of a seaplane or similar flying device. The hull 5 includes a bottom 6 and sides 1, the bottom 6 having a stepped formation, as shown at 8. It is well known that a hull of a seaplane or similar flying device requires considerable driving power to be expended for causing the hull to rise upwardly out of the water when the seaplane or similar device takes off from the water resulting in the seaplane having to travel for a considerable distance in and on the water before the actual takeoff occurs therefrom, resulting inone of the most-'hazardousperiods of operation of the device. I l

It-is the purpose of the present invention to shorten" the length of the run of the hull in and on the water by providing thereto a vertical lifting effect. A pneumatic means is employed for this purpose whichmay, at the will of the operator, discharge air under pressure from the bottom of the hull against the water and as the water is practically incompressible the air pressure thereagainst results ina vertical lifting of the hull from the water. Also the air escaping as indicated by arrows in Figure 3 of the drawings results in driving the water away from the sides of the hull, consequently resulting in a substantial reduction of water resistance to the hull.

A main air pressure pipe 9 is located longi- I tudinally of the hull and on the interior thereof to which is connected series of depending branch pipes I!) each equipped with a check valve I I. Nozzles I! of any suitable construction are connected to the check valves I l and extend through the bottom 6, of the hull 5, as shown in Figure 3. An air pressure supply reservoir I3 is connected to the pipe9 by a control valve [4 of any suitable construction, equipped with a suitable operating medium I 5 located in convenient reach of the pilot of the seaplane. The reservoir I3 may be supplied with air pressure in any well known manner, such as for instance an air compressor l6 may be connected thereto, as shown at H, the air compressor being operated by a power medium I 8. The reservoir [3 may also be equipped with an air pressure gauge l9 and a safety valve 20.

By referring to Figure 1 it will be seen that the The purpose of thecheck valves l I is to permit v the escape of the air pressure when released from the reservoir I3 by the opening of the control valve H but prevents sea water from entering the pipes Ill and 9 when the air pressure is cut off.

At the'time of starting-the takeoff of the seaplane from the water, the pilot opens the control valve I4 allowing the air pressure to act against the water under the bottom of the hull, as indicated by the arrows in Figure 3. This action of the air pressure against the hull brings about a forward lifting action on the hull, consequently resulting in the hull rising rapidly from the water I thereby materially reducing the time and distance necessary for the hull to travel in the water beforethe seaplane rises fully into the air. The

air pressure escaping from the nozzles about the I hull, as shown in Figure 3, also will tend to drive the water away from the sides of the hull thereby reducing water resistance on the hull resulting,

in combination with the lifting action; in a rapid I ascent of the seaplane from the water.

Of course, it is to be understood that as soon as the hull is clear of the water, the control valve 1 discharging nozzles mounted, in and extending through the bottom with one row of nozzles lo- M is closed by the pilot'and when a landing is about to be made or when the hull nears the: 1- surface of the water, the pilot again opens the control valve permitting the air pressure to es-I "1 cape and striking against the surface of the water creates a cushioning efiecton the hull thereby reducing to a minimum the shock created by the hull when contacting or settling into the water.

I While I have shown and described the application of this invention strictly to the hull of a seaplane or similar flying device, it is to be understoodthat the same principle may be applicable, through slight modifications, to the floats used on the wings of such a flying device.

While I have shown and described the preferred embodiment of my invention, it will be cated' in the apex of the bottom and the other rows of nozzles located in the sloping portions of the bottom, said rows of nozzles extending from points adjacent the forward endofthe hull to points rearwardly of midship of the hull within the steppedportiom-eaoh of said nozzles being arranged at an angle to the vertical and inclining rearwardly with respect to the hull, check valves connected to said nozzles, an air pressure pipe located in and arranged horizontally of the hull, means connecting said check valves to said pipe, and an air pressure supply including a manual control connected to said pipe and mounted in the hull.

* WILLIAM R. GLEN. 

